Control for automatic gearshift mechanism



May 21, 1940.

K. MAYBACH 2,201,192

CONTROL FOR AUTOMATIC GEARSHIFT MECHANISM Filed Aug. 25, 1937 3 Sheets-Sheet l 2 I .QQL V JQQ W :29 i .21 6

J6 3mm .zM wa zmh May 21, 1940.

K. MAYBACH 2,201,192

CONTROL'FOR AUTOMATIC GEARSHIFT MECHANISM Filed Aug. 25, 1937 3 Sheets-Sheet 2 y 21,1940. K. MAYBACH 2,201,192

CONTROL FOR AUTOMATIC GEARSHIFT MECHANISM Filed Ag. -25, 1937 3 Sheet s-Shee'E 3 Patented May 21, 1940 STATES PATENT OFFICE CONTROL FOR AUTOMATIC GEARS silk .3

MECHANI Karl Maybach, Friedrichshafen, Germany, as-

signor to Maybaclr-Motorenbau G. in.

Friedrichshafcn, Germany 14. Claims.

This invention relates to pressure-operated automatic gearshift mechanism, such as employed in changing speeds in motor vehicle transmissions, and is directed to improved control means for 5 bringing the shift mechanism into and out of operation.

It has heretofore been proposed to control servo gear shifting mechanism through the gas pedal of the motor vehicle in such manner that when the gas pedal is brought to its idling position pressure medium is supplied to initiate operation of the shift mechanism, and when the gas pedal is depressed from its rest position the pressure medium is cut off and the gearshift mechanism rendered inoperative. Such an arrange-- ment has the disadvantage that starting and stopping of the gear shifting mechanism cannot be effected unless and until the gas pedal is at the idling end of its path of movement.

The present invention employs a control lever, which may be the gas pedal but preferably is the clutch lever, and suitable auxiliary mechanism so arranged that the pressure medium can and will be cut on and off through a very slight movement of the lever forward or backward when the lever is at any position in its path of movement. With such arrangement the shifting of gears can be started more quickly than with prior devices, and it is unnecessary for the lever to be brought to. one end of its path of movement.

It is contemplated that the pressure medium will be supplied to the shifting mechanism only momentarily and then be cut oif, since sufficient pressure medium to actuate the mechanism can be transmitted thereto very rapidly. As a further feature of the invention it is proposed to prov de a further control means, acting cooperatively with the means above mentioned. which functions in the manner of a time control to prevent the cutting off of the supply of pressure medium until a suflicient amount has been developed to cause operation of the shift mechanism. Such control may operate in dependency a on the pressure supplied to the shifting mechanism.

Where the lever controlling the supply of pressure medium to the gear shifting mechanism is the clutch lever of the motor vehicle it is desir- 50 able to prevent operation of the gear shifting mechanism unless the vehicle motor is at an idling speed. According to the invention control of the gearshift mechanism may be made dependent upon the gas pedal as well as the clutch lever 55 by rendering the clutch lever operative to initiate the gear shifting mechanism only when the gas pedal is in an idling position.

As a further feature of the invention it is proposed to incorporate as apart of the control mechanism a friction clutch device in operative 5 association with the main control lever, whether it be the 'clutchlever or gas pedal, which will" serve the previously stated purpose of enabling the cutting on and off of the pressure medium to the shift mechanism when the lever is in any 10 position of its path of movement, and which will further enable the lever to function for its normal purpose throughout its entire path of movement regardless of the fact that the control mechanism utilizes only a very short movement 15 of the lever.

The above and other features and advantages of the invention will become apparent from the embodiments illustrated in the accompanying drawings now to be described. 20

In such drawings:

Fig. 1 illustrates the main feature of the control mechanism in an arrangement wherein the clutch lever is employed as the lever controlling the gear shifting operation; 25

Fig. 2 is a diagrammatic view showingthe main control and gear selecting mechanism embodying a further feature of the invention, and operativelyconnected to an illustrative gear shifting mechanism associated with a gear transmission; 30

Fig. 3 is an enlarged view, mostly in section, illustrating a modification of the arrangement shown in Fig. 1;

Fig. 4 is an enlarged view illustrating a further modified construction; and, 35

Fig. 5 is a schematic view, partly in perspective, illustrating a complete control system, the gearshift mechanism controlled thereby in connection with a. motor vehicle transmission, the control mechanism being operatively connected 40 with the clutch lever through an arrangement such as in Fig. 3 and embodying the further feature that operation of the control mechanism is also dependent on the gas pedal. v

Referring to Fig. l, the operating lever of the control mechanism is shown at I. This may be one of the usual pedals of a motor vehicle and preferably, as illustrated constitutes the clutch lever. Such lever is held in the engaged positlon of the clutch against a stop 2 by a spring 3 and is supported for pivotal movement in a back and forth path on a pivot 4. The movable part 26 of the main clutch 21 of a motor vehicle is actuatable in the normal manner by 1e ver 0 through'linkage 24. Arm 5 of lever i is provided with a journal bushing 6 in which is inserted a second bushing I, preferably of a material with a high coefiicient of friction. Extending through bushing 'I is an actuating rod 8 through which operation of the gearshift ,mech-.

anism (as illustrated in Fig. 2) is controlled by lever I.

Rod 8 is in frictional clutching engagement with bushing I but is provided with two spaced stop discs 9 and III which coact with an intermediate fixed stop element II which limits the back and forth movement of rod 6. Bushings 6 and I may be split and pressed together with a clamping means so that sufficient friction is exerted on rod 8 to move the same between its stops. When lever I has moved rod 8 so that its stop 9 engages stop II, rod 8 will siip in bushing I during further depression of lever I. As soon, however, as lever I from any position is moved in the Opposite direction rod 8 will be moved to the left until its stop III engages stop II, and thereafter bushing? will slide on rod 8 until lever I has reached its fully released position against stop 2.

With the operative arrangement of lever I and rod 8 as just described it will be understood that various types of shift mechanisms for producing difierent speed selections in a gear transmission may be rendered operative upon movement of lever I in one direction and rendered inoperative on movement of lever I in the opposite directioh from any position of lever I in its path of movement. Ordinarily pressure operated gear shifting mechanism is employed.

The supply of pressure medium to such mechanism will be controlled either electrically or pneumatically by rod 8. In the arrangement of Fig. 1 rod 8 actuates a valve controlling the flow of pressure medium which serves to effect operation of the gear shifting mechanism.

At the right end of rod 8 is a head I2 engage: able with head I3 on rod Id, the latter being slidably mounted in the bore of a valve housing I5. The right hand portion 23 of rod I4 is of reduced diameter. In the larger chamber I9 of the housing is a valve 2I carried by the end of the reduced portion 23 of rod I8. To the left of chamber I9 is a smaller chamber 28, the latter when rod I4 is moved to the left being put into communication with the atmosphere through port I6. A pressure medium intake line H opens into chamber I9 and an outlet line I8 communicates with chamber 20. valve 2I against its seat so as to prevent flow of the pressure medium from lines II to I8. At that time line I8 is vented to the atmosphere through port I6 which is uncovered when rod I4 is in its left position. Spring 25 tends to hold rod I4 against the head of rod 8. When lever I gearshift mechanism. In the embodiment of Fig. 2, the pressure supplied through line I8 does not itself actuate the gearshift mechanism. A separate pressure supply line is there'provided for the gear shifting mechanism having therein a control mechanism which is actuated by the pressure in line I8. In such case the pressure in supply line I8 operates indirectly to effect Spring 22 tends to hold' operation of the shift mechanism by controlling the pressure in the second pressure supply line.

In Fig. 2 is illustrated a gear selecting and control mechanism wherein the supply of pressure to the shift mechanism is regulated through the arrangement of Fig. 1 just described. Line 30 is a connecting line to a. vacuum supply and opens into an annular space M at the right end of a chamber housing a double acting valve 32 having opposing seats 33 and 34. Valve 32 is supported on the left end of pusher rod 36 which has a central portion 38 of reduced diameter bounded by portions 31! and 38 of intermediate diameter. The right end of rod 36 is provided with a head 48 and is slidable in a piston 42. Spring 4| tends to hold head 40 of rod 86 against the left end of the piston. Piston 42 is slidable in a chamber 43 which at its right end is open to the atmosphere through port Mi. Piston 42 is the actuator for moving rod 36 in dependency on the supply of pressure medium controlled by the arrangement of Fig. 1. The outlet line it in the arrangement of Fig. 1 communicates as shown in Fig. 2 with the left end of chamber 43 so that when vacuum pressure is admitted through the line piston 42, rod 36 and valve 32 are moved to the left against the action of spring 35 which engages the left end of valve 32.

Vacuum pressure entering through line 30 passes through space 3i, valve chamber 53, space 45, and thence through passage 36 to a valve mechanism which may be selectively set to distribute the pressure to the gear shifting mechanism in accordance with the particular speed selection desired. Such valve mechanism comprises a housing 61 in which is mounted a selector disc 68 rotatable through a shaft 69 as by means of a manually operated member 50. Two pairs of lines SI, 52 and SI, 58 connect respectively with gear shifting servo motors H6 and III having operating pistons I 65 and M6.

The pressure distributing mechanism, which does not form an essential part of the present invention, is provided with a series of ports 54 communicating with the atmosphere through port 56 and a series of grooves 59 communicating with the pressure passage I6. Through rotation of the distributor disc 98 pressure from passage 46 through grooves 59 is supplied to one line of each of pairs 5|, 52 and 51, 58 while the other line in each pair is vented to the atmosphere through ports 54 and vent 65. Where a vacuum supply is used as the pressure medium piston I45 of motor -I I6 and piston I46 of motor III will be moved to the right when lines- 58 and EI communicate through the distributor mechanism with passage 46 while lines 51 and 52 are vented. The pistons will be moved to the left when the conditions in the pairs of lines are reversed through readjustment'of the pressure distributing disc 48.

Referring again to the control mechanism, an angular passage 60 having a throttling orifice 6| connects valve chamber 53 with a second larger chamber 62. Supported in a suitable guide 63 in chamber 62 is a piston 64 connecting with a rod 66. The upper end of such rod is provided with a latch 81 which through the. pressure of spring 65 actingagainst the lower end of piston 64 engages actuating rod 36 of valve 32. The function of such latch is to regulate the extent of movement of rod 36. In the extreme ends of movement of rod 36 latch 61 will engage one or the other shoulders 81 or 89. When the rod moves from such position the latch under pres- As previously indicated the operation of the control mechanism of Fig. 2 is dependent upon the control mechanism in Fig. 1. The distributor valve 48 is firstsetso that when the pressure medium is supplied the servomotors H6 and II! will produce a desired gear selection in a gear transmission of which one type is illustrated.

When clutch lever I is depressed rod 8 is moved to the right and operates through rod I4 to open valve 2I. Vacuum pressure then flows from line I! through line I8 to draw piston 42 in Fig. 2 to the left against the resistance of springs 4I and 35, and rod 36 moves to the left until latch 61 engages the groove at the central portion 38 of rod 36. When the rod moves to such position. valve 32 which has previously been held against its right seat by spring 35 moves to the left to an intermediate position so that vacuum pressure from line 30 flows through valve chamber 53, through passage 46 to the distributor valve 48 and thence through the selected lines to the gear shifting motors H6 and III. At the same time pressure is supplied through line 46 it is also supplied through passage 60 to chamber 62. By reason of the provision of the throttle opening 6| piston 64 will not be drawn downwardly until suflicient pressure has been sup plied through passage 46 to effect operation of the gear shifting motors. It will be observed that piston 64 is responsive to the same pressure as supplied to the motors, and this will insure maintenance of valve 32 in open position for an appropriate time. After the vacuum pressure in chamber 62 has increased sufficiently, piston 64 will move downwardly to release latch 61, and valve 32 will move into engagement with its left seat to cut off communication between passage 46 and the vacuum supply line 30. Because of leakage past piston 64 to annular space 69 and the communicating port 68 opening to the atmosphere, the vacuum in chamber 62 will leak off in a short time so that latch 61 will bear against portion 69 of rod 36 and be in condition toagain drop into the central groove when rod 36 is moved to the right.

When the driver moves lever I backward towards'released position, initial movement of the lever will immediately move rod 8 to the right and cause valve 2| 'to close. Supply line I! is then cut off andline I8 is vented to the atmosphere through port I6, all as shown in Fig. 1. The venting of line I8 releases the vacuum acting on piston 42 in Fig. 2, andpiston 42 and rod 36 move to the right under action of spring 35. When latch 61 drops into the central groove of rod 36 valve32 is stopped in an intermediate position in chamber 53 so that vacuum pressure from line 3llzagainpasses through passage 46'and the distributor mechanism-ate ,the servomotors H6- and Ill. If beforeulevenl has been released the I distributor valve 48 has been set to a new position the motors will serye -:to1produce a new gear stood that rod 36 and valve 32 are operative-to produce a new gear selection when moving from right to left or left to right.

When valve 32 is in its intermediate position as just described during movement from left to right vacuum is again supplied through passage 60 to chamber 62, and after a short time position 64 will be drawn downwardly to release latch 61. Thereupon valve 32 will move from its intermediate position into engagement with its right end seat, thus cutting off communication between the vacuum supply line 30 and passages 46 and 60.

The transmission illustrated in Fig. 2 for the purposeof indicating the operation of the gear shifting motors I I6 and H1 is of a form adapted to produce four forward speeds. Such transmission comprises three sets of coacting gears I21 and I28, I29 and I30 and, I3I and I32. The

. drive shaft from the motor to which gear I 21 is fixed has a splined portion I39 on which is slidable a claw clutch I33. The countershaft carrying gear I28 has a similar splined portion I on which is slidable a claw clutch I34. Through lever I31 actuatable by piston I 45 of shaft motor II6 clutches I33 and I34 are alternately operated to engage with clutch halves on the respective gears I29 and I30. Gear I29 has at its right end a second clutch half engageable with the left portion I35 of a double claw clutch splined to the driven shaft I40. The right hand portion I36 of such clutch is adapted to engage a clutch half on gear I3I. The double claw clutch is actuatable through lever I38 by piston I46 of the second gear shifting motor III.

For first speed pistons I45 and I46 are moved to their left positions through the control mechanism, and the drive from shaft I39 to shaft I40 will be through gears I21 and I28, clutch I34, shaft I42, gears I32 and I3I, and clutch I36. In second speed pistons I45 and I46 will respectively be in their right and left positions, and the drive will be through clutch I33, gears I29 and I30, shaft I42, gears I32 and I3I, and clutch I36. In third speed pistons I45 and I46 will respectively be in their left and right positions, and the drive will be through gears I 21 and I28, clutch I34, gears I30 andI29, and

distributor disc 48 lines 58 and 5| are vented to the atmosphere through 1 port 55 and vacuum pressure is being supplied from passage '46 *through lines 58 and 52. i-The pistons are therefore about to move, to their left endpositions which would be effective to change the transmission to first speed. I 1

In lieu of the control device shown in Fig. 1 another form of friction. clutch,.shown in Fig. 3,

maybe employed. The operating lever I-again actuates a valve operating rod 6 provided with spaced stop discs 9 and I coactive-with a fixed I stop I'I. Rods8 is-movable in a housing I provided with a conical surface 16 against which seats the conical outer surface of a slotted packing, or bushing, 11. The housing .iswpivotally connected at..l8 toa lug won the operating lever. I A screw cap 80 is arranged at the opposite end of the housing provided with a conical surface 8| against which seats a second packing, or

pushing 82. A spring 83 is arranged between a the .twomembers l1 and 82 by means .of which such elements are compressedagainst the conical surfaces 76 and 8| and caused to frictionally grip rod 8 which extends therethrough. Pivotally mounted on shaft 86 is an arm 81 actuatable by rod 8. Through suitable connections movement of arm 81, or its shaft 86 may be used to operate a valve mechanism such as shown in Fig. 1. Arm 8'! is provided with an adjustment screw 88 having a head 89 engageable by the end of rod 8. When the operating lever I is swung to the left from any position in its path of movement the frictional elements II and 82 will grip rod 8, moving the same to the left until stop I8 engages stop II so that arm 81 is actuated. Rod 8 will thereafter slip in elements I1 and 82 so that lever I may be moved further in its path of movement to the left. As soon, however, as lever I is caused to move back in the opposite direction rod 8 will immediately move to the'right.

With the arrangement as'just described diminution of the friction through wear is avoided since spring 83 and the conical surfaces I8 and 8| provide an automatic wear takeup on the wear surfaces of the packings I1 and 82. Packings TI and 82 are always maintained under compression in proper frictional engagement with rod 8.

A still further embodiment of the frictional clutch mechanism between the operating lever and the control mechanism is shown in Fig. 4. The operating lever I is fixed to a shaft 4' which is rotated thereby. Surrounding shaft 4' is a friction washer 28; which 'frictionally engages the interposed bushing 56 keyed on shaft 4. Fitted in a washer is a driving pin 29 which at its upper end is connected through a ball and socket joint to the larger portion of the valve actuating rod I4, movable in the upper portion of the casing I. The main portion 23' of the rod is of smaller diameter and extends through a chamber 28. At the left end of portion 23' is a valve 2| movable in a chamber I9 which is held in engagement with its seat by springs 22 and 25. The vacuum supply line I'I opens into chamber I 9 and when valve 2| is opened communicates with the outlet line I8. When the valve is closed so that rod I4 is in its right end position line I8,'is vented'to the atmosphere through port IS. The casing I5 is so formed as to provide stops 9 and I8 to limit the right and left movement of the rod. When rod I4 is in its left position with valve. 2| open the shoulder constituting the stop 9' provides a valve seat for the corresponding end of the enlarged portion of the rod so that communication of -line I8 and chamber 28' are cut on from the venting port I6. With the arrangement as described movement of the operating lever I to the left rotates shaft 4' and its bushing 66:" Through frictional engagement washer 28 and pin 29 are moved to the left to actuate rod I4 and open valve 2|. When the enlarged portion of the rod engages stop 8' washer 28 will slip on bushing 56 during further movement of lever I. Immediately, however, on

movement of lever I to the right washer 28 will be rotated with bushing 56 until stop I8 is reached. During further movement of lever Ito the right slippage will occur between the washer and bushing.

In Fig. 5 the various parts heretofore described are shown diagrammatically and similar reference numerals are applied. Movement of clutch pedal I through a frictional clutch I5 of the type shown in Fig. 3 transmits through rod 8 movement to arm 8! fixed on shaft 86 until stop 8 on rod 8 engages the fixed stop II. Fixed to -bear against the right end of rod 8.

rod 88 is a second arm |8| carrying an adjustable screw I83 which is tensioned against head ,I3of actuating rod I4 of a' pressure control valve such as shown in Fig. 1. vAdjustment screw 88 is carried by arm 81 and provided with a head 89 engageable with the end of rod 8.

A further arm I84 is fixed to shaft 86 which connects through rod I85 with the lower portion of the gas pedal I86 of the vehicle motor II8. In its released idling position pedal I86 engages stop I88. Spring I82 on arm |8| ismade sufficiently strong that under conditions to be described it will pull arm IM to the right to actuate rod I4 and open valve 2|. The arrangement of the parts is such that when the gas pedal I86 is released the head of screw 88 on arm 81 will The adjustment of screws 88 and I83, however, is such that arm I 8| under tension of its spring I82 cannot move to the right to open the valve until clutch lever I is depressed to move rod 8 to the left. The valve will, however, be opened when stop I8 on rod 8 is brought into engagement with stop II. Further movement of the clutch lever can be had independent of rod 8 by reason of the arrangement of the frictional clutch 15. As soon as the clutch lever starts to move in the opposite direction rod 8 will be thrown to the right during the early portion of the movement.

Arm 8? through shaft 88 will swing arm |8| to the left to close the valve.

In the event gas pedal I86 is in depressed posi-- tion when clutch lever I is operated it will be seen that arm I8I will be swung to the left away from the valve so that rod 8 and spring I82 will be ineflective to open valve 2|. While in the embodiments of the invention heretofore described the control valve was dependent upon the operation of only a single lever, Fig. 5 provides an arrangement under which the operation of the gear shifting mechanism is controlled by the clutch lever, so that the gears are shifted when the clutch is depressed, but according to which shifting will 'not take place unless th gas pedal is in idling position. The vacuum supply for both the control mechanism and the gear shifting mechanism in the arrangement of Fig. 5 comprises a chamber II4 connecting with the intake manifold II2 of the motor 8 through line I I 8. From chamber I I4 extends a supply line I I6 having two branches I1 and 38. Vacuum pressure from line I1 is supplied to line I8 under control of valve 2| actuatable through the clutch pedal I in dependency on gas pedal I86 in the manner just described. Vacuum pressure from line I8 actuates piston 42 which opens valve II8 of the main control mechanism and permits pressure from thesecond branch 38 of the supply line I I5 to 'flow into passage 46, all as will be understood from the previous description of Fig. 2. Through manipulation by the driver of the pressure distributor valve 48 in the control housing 41, pressure is selectively and if employed other types of mechanism may be substituted.

In control devices for gear shifting mechanism in automobile transmissions which are operated solely throughthe gas pedal, it is usually neces sary to provide an arrangement such that free wheeling occurs every time the gas pedal is released to idling position or else that the main clutch is declutched. In many cases this is not desirable. With the eontrol arrangement as shown 'in'Fi'gIS it is not necessary that free wheeling shall always occur in the idling position of the gas pedal. Nevertheless, the arrangement for the dual control of the gear shifting mechanism by both the clutch lever and gas pedal has the advantage that the driver is forced to completely release the gas pedal in order to initiate a gear shifting operation. By such means not only is racing of the motor prevented during the shifting operation, but when vacuum is employed as the pressure medium there is the additional advantage that a high vacuum is always available for operation of the shifting mechanism because of the high vacuum condition in the intake manifold of the vehicle motor when the gas throttle is closed.

As previously stated, the control mechanism of the invention is not limited to the various detailed arrangements herein show and described. The showing of the speed selecting mechanism operatively associated with the control mechanism of the invention, also the particular form of gear shifting servomotors and the design of the particular transmission illustrated are entirely arbitrary as .regards the essential features of the invention.

over less than its full path, and actuating means' between the lever and control means responsive to initial movement of the lever in its path in a forward .direction to actuate the control means to initiate operation of the gear shifting mechansm and responsive to initial movement of the lever from any point in its path in the return direction to .reversely actuate the control means to render the gear shifting mechanism inoperative.

2.'In or for a motor vehicle having a clutch, a lever for engaging and disengaging the clutch, a variable speed gearing and power operated shift mechanism for the gearing, control means for the gearshift mechanism adapted to be operated by the clutch lever and having actuating means responsive to initial movement of the clutch lever from any position during both clutch engaging and clutch disengaging movements of said lever.

3. A control device for power-operated gearshift mechanism including a lever member movable forward and backward in a path, a control -member for controlling operation of the gearextends, and a pair of spring-pressed packing's surrounding said rod, said packings having conical outer surfaces and being fitted in said housing. 4. A control device for power-operated gear shifting mechanism in a motor vehicle adapted to operate in dependency on the vehicle clutch, including a vehicle clutch operating lever movable forward and backward in a path, a control member for controlling operation of the gear shifting mechanism operable by said clutch operating W lever, a frictional connection between the cluch in both directions independent of the control member but being operative to produce actuation of the control member upon initial movement of the lever inboth directions in its path, and stop means comprising spaced elements attached to the control member and a fixed intermediate coacting element for limiting movement of the control member in both directions.

6. A control device for pressure-operated gear shifting mechanism including a pressure control valve, a lever movable forward and backward in a path, said lever being capable of movement in its path independently of the gear shifting mechanism adapted to operate said valve during movement over less than its full path,

' and actuating means responsive to initial movement of the lever in its path in one direction to open said valve to initiate operation of the gear shifting mechanism and responsive to initial movement of the lever from any position in its path in the return direction to close said valve to render the gear shifting mechanism inoperative.

'7. In or for a motor vehicle having a clutch, a clutch operating lever, and pressure operated gear shifting mechanism, a pressure control valve for controlling operation of the gear shifting mechanism, a rod for actuating said valve, and a frictional connection between said rod and said lever.

, 8. A control device for pressure-operated gear shifting mechanism including a lever movable forward and backward in a path, a pressure control valve for controlling operation of the gear shifting mechanism, a rod for actuating said valve, a frictional connection between said rod and said lever, and stop means comprising spaced elements attached to the rod and a fixed intermediate coacting element for limiting movement of the rod.

9. A control for pressure-operated gear shifting mechanism including a control valve for controlling the supply of pressure to the gear shifting mechanism, a pressure-responsive actuator for said valve, a second control valve controlling the supply of pressure to said actuator of the first valve, a lever movable forward and backward in a path for operating the second control valve, and connecting means for efiecting actua tion of said second valve upon the initiation of movement of the lever in either direction of its path.

10. A control device for pressure-operated gear shifting mechanism including a control valve for controlling the supply of pressure to the gear shifting mechanism, a pressure-responsive actu-= ator for said valve, a lever movable in a path, actuating means for opening and closing said valve operated by said lever, a frictional connection between the lever and said actuating means adapted to cause operation of the actuating means upon initiatiorrofmovementof-the-leve from any popath, and automatic ma? sition in its ing independently of the lever controlling the closing of the pressure supply control valve.

11. A control device for pressure-operated gear shifting mechanism including a control valve for controlling the supply of pressure to the gear shifting mechanism, a pressure-responsive actuator for said valve, a lever movable in a path, actuating means for opening and closing said valve operated by said lever, a frictional connection between the lever and said actuating means adapted to cause operation of the actuating means upon initiation of movement of the lever from any position in its path, and pressure responsive means responsive to the pressure for operating the gear shifting mechanism controlling the closing of the pressure control valve.

12. A motor vehicle having a clutch lever, a motor throttle lever and power-operated gear shifting mechanism, control means for the gear shifting means actuatable by the clutch lever and means responsive to movement of the motor throttle lever interposed between the clutch lever and control means for causing the control means to be actuated by the clutch lever in dependency on the operating position of the motor throttle lever,

13. A control device for power-operated gear shifting mechanism for a motor vehicle provided 'with a clutch lever and a motor throttle lever,

comprising control means for controlling the power supply (to the gear shifting mechanism, actuating means for the con rol means adapted to be operatively connected to the clutch lever, and means interposed between the clutch lever and said actuating means and adapted to be operated by the motor. throttle lever for rendering by said lever, and frictional connection means between said members comprising a shaft element rotatable with one of said members, an annular element enclosing the shaft element and rotatable thereabout with the other of said members, and a frictional packing bushing between and engaging said elements.

KARL 

